Dump-wagon.



L. F. GHRESTENSON.

DUMP WAGON.

' APPLICATION FILED AUG. 21, 1912. 1,068,737. Patented July 29, 1913.

3 BHEBTSSHEET 1.

V 3 W/T/VESSES: [j 3 S4 INVENTOR W I QMYVJSBEQIYVSQYV- L. F. CHRESTENSON. DUMP WAGON.

APPLICATION FILED AUG. 21, 1912.

11 16 ,737, Patented July 29, 1913.

3 SHEETSSHEBT 3 W/TNESSES: i n mmvron QAwgVm/sow. I 777 By TTOR/VEY UNITED STATES PATENT OFFICE.

LOUIS F. CHRE STENSON, OF PORT HURON, MICHIGAN, AS SIGNOR TO PORT HURON ENGINE AND THRESHER COMPANY, OF PORT HURON, MICHIGAN, A. CORPORATION OF MICHIGAN.

DUMP-WAGON.

Specification of Letters Patent.

To all whom it may concern.

Be it known that I, Louis F. GHRESTENr SON, a citizen of the United States, and a resident of Port Huron, in the county of St. Clair and State of Michigan, have invented a new and Improved Dump-Wagon, of which the following is a specification.

This invention relates to the construction of heavy wagons used by contractors for carrying away earth from excavations, and its object is to construct a wagon that can be drawn either forward or backward, and which can be pushed forward ahead of a traction engine or other motor and independently steered.

. A further object of this invention is to construct the running gear of a heavy wagon in such a manner that it will properly follow the track of another wagon drawing it.

In the accompanying drawings Figure 1 is a side elevation of two wagons coupled together. Fig. 2 is a plan of the running gear of the adjacent ends of two wagons. Fig. 3 is a plan of the steering mechanism for one end of the wagon. Fig. 4 is a central vertical section of the same. Fig- 5 is a rear elevation of a wagon constructed according to my invention. Fig. 6 is a front elevation of this wagon, a portion of the draw-bar and guides being omitted. Fig. 7 is an end elevation of a front axle with the knuckle removed. Fig. 8 is a central section of the axle of Fig. 6, on the line 88.

Similar reference characters refer to like parts throughout the several views.

a It often occurs that excavations are to be made alongside of blind alleys and in other localities where the dirt wagons have to be pushed in and pulled out over the same road, and where the traction engine or other motor cannot possibly be attached to both ends of the dirt-wagons.v Where a number of such wagons are coupled together and are pushed ahead of a motor, the steering of the wagons becomes a very serious question. The construction shown inthe drawings is especially adapted for the steering of the first wagon of a row which is being pushed along; and is especially adapted for the following wagons of a line for the reason that it insures the wheels of all the wagons running in the same tracks when drawn by a tractor.

The construction of the body of the wagon forms no portion of this invention and therefore the details are merely shown conven Patented July 29, 1913.

each other, which channel bars carry pivot screws 9 for the knuckles 10 of the stubshafts 13 upon which the .wheels 11 are revolubly mounted. Connecting these two channel bars are inclined bracing bars 12. Attached to the knuckles 10 are forwardly extending arms 14: connected by a bar 15. Extending upwardly from the connecting bars 15 are bent or arched members 16 to which the draw bars 17 connect by means of bolts 18. Extending upwardly from the upper channel bar 8 of the rear axle is a bolt on which the rear draw-bar is pivoted.

The car has a body 20 and preferably has side-bars 21 and end bars 22. Inclined angle bars 23 (Figs. 3 and 4) extend from the rear lower corners of the body 20, and after crossing each other, rest on and are secured to the upper axle bar 8 of the rear axle. Extending down from the rear corners of the body frame are braces 25, which connect to and are supported bythe upper bar 8 of the rear axle, as shown in Fig. 5. Ex-

tending from the rear end bar 22 of the spacing blocks 28, against which is secured the lowerguide-bar 29. The guide-bars 27 and 29 are preferably formed of angle bars as shown in Fig. 4. The rear draw-bar 17 is pivoted on the bolt 19, as stated above, and swings freely between the guides 27 and 29 except when locked by the pin 30 which extends through the horizontal flanges of the two guide-bars and through a hole in the draw-bar, as indicated in Fig. 4. The front draw bar is similarly pivoted and supported. Auxiliary braces 31 between the end bar 22 and the axle bar 8 may be employed if desired.

To the lower sides of the diagonal members 23, of the rear end, as shown in Figs. 3 and 4:, is attached a plate 32 which supports the bearing 33 of the shaft 3 1. A second bearing 35 for this shaft is secured to the body of the wagon. On this shaft are secured" the sprocket-wheels 36 and 37. A chain 38 extends around the wheel 37 and connects to a frame formed by the two angle-bars 39 and the plate 40, which plate extends to and'forms a part of the drawhead 17, as shown in Fig. 4. The depth of the diagonal members 23 is slightly greater than that of the draw-bar 17, so that an angle-bar 42, resting on the ends of the diagonal members 23 and spaced by them from the axle 8, will permit the draw-bar to swing between it and the axle. This cross-bar 42 supports a bearing 43 for the shaft 44, which shaft is also journaled in the bearing 45 on the rear plate 22, and carries a steering wheel 46 on its upper end, and a sprocket wheel 47, which engages a sprocket-chain 48 that passes around the sprocket-wheel 36 on the shaft 34.

When the tractor is connected to the outer end of the rear draw-bar 17 the pin 30 will be withdrawn and the draw-bar will pull the vehicle through its connections with the pin 19 and the axle. As the distance between the bolts 18 and 19 is the same as the effective length of the arms 14, the wheels will always be parallel to the draw-bar and swing with it. The upright braces 25, 26 and 31 will keep the axle and the frame of the wagon properly positioned .relative to each other and will keep the supporting guides 27 and 29 of the draw-bar parallel to the general plane of the vehicle. When the vehicle is being pushed directly, the rear draw-bar willbe locked by means of its pin 30, and the vehicle willbe steered by means of the front hand-wheel 46 which Wlll properly turn the front shaft 34 and swing the front draw-bar and with it the wheels 11, as may be desired. By forming the sprocket wheel 47 smaller than the wheel 36, and by making that gear in turn larger than the gear 37 it is possible to steer a very heavily loaded wagon with comparatively little eflort. The up and down stresses on the outer end of the drawrbar 17 are not very great, so that the braces 26 and the guides 27 and 29 can be made comparatively light.

Wagons of this kind are very often .required to travel over rough roads and it is therefore desirable that the axles be permitted to tilt with reference to each other. It is merely necessary, however, to so construct the bolster of one axle, preferably the front axle, that the body may rock, as

the body can remain rigid with respect to the other axle. Referring now '-to Fig. 6,

it will be observed that the bars 7 and 8 are the same as before described, as are also the fact, with the exceptions noted below, the

- construction at the front end of the wagon is the same as the rear.'

. Extending down from the front corners of the frame are the braces 50 which connect wheel 47 for the chain 38. The bolster rests on a saddle, preferably a steel casting, shown in cross section in Figs. 6 and 8 and comprising a transverse portion 57 and downwardly extending plates 58 which are connected across and braced by a bolt 59.

As will be seen in Fig. 6, the portion 57 is rounded so that the bolster, formedby the cross-bars 54 and 51 and by the saddle, may rock freely on the upper member 8 of the axle. Connected to the outer ends of the bolster and the lower ends of the braces 50,

on each side of the front axle, as shown in Fig. 7, are bars 61, which, together with the plates 58 of the saddle, hold the axle 7-8 in proper position and form a suificient connection between them and the body of the wagon. The front draw-bar 17 is pivoted to the bolster cross-bar 51 and saddle 57 by means of a king-bolt 74, as shown in Fig. 8. Instead of the diagonal braces 23, which connect the wagon body to the axle, the braces 62 connect to the bolster-bar 51. This permits the front axle and wheels to rock freely, the holes for the king-bolt 74 being made sutficiently large to permit the bolster and draw-bar to rock laterally; It will therefore be apparent that the pull of-the drawthe pin 19 to the rear draw-bar.

Referring now to Figs. 1 to 4 inclusive, it will be noticed that the rear draw-bar is formed with upright plates 64 which bend outwardly, and that the other banis formed with a head 65 which extends between the,

plates 64. These devices are of value when one wagon pushes another. Rigidly secured to the rear draw-bar, are cross-plates 66 provided with holes 67 at their ends. The 'front draw-bar is formed with a horizontal transverse slot in which the cross-plate 68 is mounted on the pin 69. This pivoted crossplate is limited in. its movements b the internal shoulders 7O and 71 shown in dotted lines in Fig. 2. The ends of the cross-plate 68 are also formed with holes so as to receive proper connectors on the ends of the chains 72.

, When wagons of this type are drawn over ordinary straight roads, the succeeding wagons will b connected together by two chains 72 extending fromthe two ends of one cross-bar 68 to the two ends of the cross bar 66 of the next wagon, the rear drawbars of all the wagons being secured cen- 5 trally by their pins 30. When a string of wagons is to go around a corner, the chalns 72 on the outer side of the curve will be disconnected, and the movable cross-bar 68 will be swung to the position shown in Fig. 2. The two cross-bars 68 and 66 of adjacent vehicles will then be connected by the inner chain 72 as shownin Fig. 2. The result will be that the front wheels of each following wagon will be swung outward sufiiciently to 5 cause the hind wheels to follow the track of the hind wheels of the next preceding wagon.

The details of construction of this wagon can be modified by those skilled in-the art without departing from the spirit of my invention as expressed in the claims.

I claim: j 1. In a steering device forwagons, the combination of a body, front and rear axles, knuckles mounted in the ends of the axles and having stub-shafts, wheels mounted on said stub-shafts, means to swing said knuckles comprising arms connected to the knuckles and a connecting bar between them, a 3-0 draw-bar pivoted to an axle and to a con.-

necting-bar, a frame connected to the rear end of said draw-bar, a sprocket-chain connecting to said frame, a vertical shaft pivotally mounted on said Wagon body, a pair of sprocket-wheels secured to said shaft, one of said sprocket-wheels engaging said chain, a second shaft mounted on said wagon, a steering wheel atthe upper end of said shaft and a sprocket-wheel connecting to the same 40 near its lower end, and a chain extending around said sprocket-wheel and a wheel on the first named shaft.

2. In a steeringdevice for wagons, the combination of front and rear axlesand the body of the wagon, a draw-bar pivoted intermediate its ends on one of the' axles, a steering knuckle in each end of said axle,

and a wheel revoluble on each knuckle, a

connecting link between the knuckles of the ing link, a vertical shaft mounted on the body of said wagon, a steering wheel at'the upper end of said shaft, and means connecting the shaft to the rear end of the adja- '55 cent draw-bar whereby thewagon may be steered.

3. In awagon, the combination of front and rear axles and a body, a steering knuckle on each end of each axle, and a wheel revoluble on each knuckle, a connecting link between the knuckles of each axle, a drawbar pivoted to each connecting link and connected intermediate its ends to the adjacent axle, a' vertical shaft mounted on each endof said wagon, a steering wheel at the upper axle, said draw-bar, pivoted to said connect-i end of each shaft, means connecting each shaft to the rear end of the adjacent drawbar whereby the wagon may be steered, and means for locking said draw-heads in cen-" tral position.

4. In a wagon, the combination of front and rear axles, steering knuckles mounted on the ends of the axles and wheels mounted on said knuckles, draw-bars extending from said axles, means to lock the same in central position, a horizontal plate centrally pivoted on one of said draw-bars, a chain connected to each end of said plate adapted to connect to the ends of a rigid cross-plate on the draw-head of another wagon.

5. In a wagon, the combination of the body' and front and rear axles including knuckles, wheels mounted on said knuckles, a draw-bar pivotally connected to one of/ the axles, a pair of segmental guide-bars mounted on said axle, one on each side of said draw-bar, braces extending down from said body to said guide bars, a shaft mounted on said body, a steering wheel at the upper end of the shaft, a sprocket wheel secured on-said shaft near its lower end, a

second shaft mounted on said body, a

sprocket wheel on the same, a sprocket chain connecting said wheels, a second sprocket wheel on the second shaft, and means con- 5 necting to said second sprocket wheel and to said draw-bar whereby the draw-bar may be swung by the steering wheel.

6; In a wagon, the combination of front and rear axles and the body of the wagon, a draw-bar for each end of the wa on, a knuckle at each end of eachaxle, a w eel mounted on each knuckle, a connecting link between the knuckles of each axle, means to connect said link to the adjacent draw-bar, a vertical shaft mounted on each end of said wagon, a steering wheel at the upper .end of each shaft, a plate extending beyond the pivot of each draw-bar, and means connecting each shaft to the plate on the adjacent draw-bar whereby the wagon may be steered from either end.

7. In a wagon,-the combination ofa body, front and rear axles, knuckles mounted at the ends of the axles, stub-shafts on the knuckles, wheels mounted on the stud-shafts, arms and links connecting the knuckles, a draw-bar pivoted to the rear axle, guides for the rear draw-bar connected to the rear axle,

a front'draw-bar, a frame mounted on the a body and supporting said front draw-bar and the front axleindependent of each other, and guides for the front draw-bar mounted on the frame independent of the front axle.

8. In a'wagon, the combination of a body, a rear axle and the connections between the axle and the -body, a front axle at the opposite end of the body, a pivotal connection between said front axle. and body, a 130 bar for one end of the wagon, a pivot for.

the same, a frame mounted on thewagon to support the pivot for the draw-bar and the adjacent axle, diverging arms mounted on the draw-bar between the pivot and wagon body, a chain extending between the arms, a

shaft mounted on the body and a chain. Wheel on the shaft engaging the chain, and.

means to turn the shaft to swing the drawbar and steer the wagon.

In testimony whereof I have signed this specification in the presence of two sub- 20 scribing witnesses.

LOUIS F. OHRESTENSON.

Witnesses:

WALTER NORRIS, G. F. CoNNER, 

